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No. 235,530. v Patented Dec. 14,1880.

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t "UN-tree STATES PATENT OFFIQE EDMUND I. HOUKADAY, OF PLEASANT HILL, MISSOURI.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 235,530, dated December 14, 1880,

Application filed October 23, 1880.

To all whom it may concern Be it known that I, EDMUND I. HOGKADAY, of Pleasant Hill, in the county of (lass and State of Missouri, have invented a new and valuable Improvementin Railroad-Oar Brakes and I do hereby declare that the following is a full, clear, and exact description of the construction and operation of the same, reference being had to the annexed drawings, making a part of this specification, and to the letters and figures of reference marked thereon.

Figure 1 of the drawings is a bottom view. Figs. 2, 3, and 4 are details.

This invention relates to automatic carbrakes; and it has for its object the construction of a device whereby the brakes may be released by the tractive or buffing force applied to the train, and at the same time the latter is-so regulated asnot to operate except at the desired time.

To this end the invention consists in the construction hereinafter specified.

In the drawings hereto annexed, A is a carbody supported upon trucks B B.

(l 0 represent brake-beams, supported by suitable hangers from the bodyA and provided with shoes at a.

D D arethe longitudinal draft-timbers, and E E thetransoms. Under each truck, and fastened to the draft timber and transom, is a casing, F, within which, and encircling arod, f, passing loosely through the end of the casing and the transom, is located a strong spiral spring, G, one end bearing against the end f of the casing F and the other made fast to rod f at a collar, f The outer end of rod f is fastened in an eye at the end of a lever, H, which is pivoted to one of the brake-beams C O, and having its lower end connected to the brake-beam at the opposite end of the truck by a rod, h. By this construction the action of spring G, pressing against collar f, has a tendency to set the brakes, when permitted.

Pivoted between the trucks to a block made fast to the body of the car between the drafttiinbers D D is a transverse lever, I, having at one end a stud, i, projecting upward, and The lower end of lever H is attached by a chain to the eye 6 of this lover I.

(Model) At the end of the car opposite the truck containing the brake mechanism already described is located, between the draft-timbers D D, a sliding draw-head, K, whose endwise movement is limited by its cross-plate 70 coming in contact with plates or bars d d. Attached to one end of cross-plate k is a rod, k, by which said end is attached to eye 6 upon end of lever I. To the other end of crossplate 70 is firmly attached a rod, L, which, extending backward, has a swell, Z, on the under side, and a slot, l, forming a fork at its outer end.

Itigidly attached to the inner axle of the truck are two parallel disks, M M, having in their faces slots m. Between said disks, and having lugs 10 projecting through said slots m, are sectors P, said lugs 19 being shorter in length than the slots m. These disks M M, with their sectors P, are so located upon the axle that said sectors shall have their peripheryjust below the swell l on rod L.

It is to be understood that the described brake mechanism is to be located upon each truck, and connected, as stated, to the sliding drawbar upon the opposite end of the car. When the cars are at rest the spring G applies the brakes. As the train starts forward power applied to .the draw -bars K, through crossplate 70 and rod It, operates transverse lever I, and through it, by the chain-connection, the brake-leverH,thereby loosening the brakes and releasing them from their bite on the wheels; or, if the train should be backed, the forked end of rod L would come in contact with the stud i upon lever I, through which the brakes would be released, as before described.

By this construction either the tractive or backing force applied to the draw-heads will operate to release the brakes. When trains are in motion traveling, and it is desired to stop, the action of the rod L in throwing off the brakes would tend to keep the train from being checked, and it is here that the centrifugal sectors P P come into play. As the train travels the centrifugal force keeps the periphery of the sectors P P in contact with the bulge or swell l on rod L, and keeps the slot l from straddling the stud '6, and thereby moving lever I. As the cars slacken, the tension e iam? w i on rod k diminishing, allows the brakes to be applied by the spring, (l, the diminishing speed allowing, the sectors 1 to fall to the axle and let rod L drop; but this does not occur until the slot in the end of said rod has passed the stud 1', by which construction and action the rod L does not interfere with the brakes being set when the train is slowed down.

I claim- I. In a car-braking apparatus, a sliding draw-head and intermediate connecting mechanism, whereby the pulling and backing of the car both operate to release the brakes, in combination with the device. applied to one of 

